Aria, clima, elettrificazione, acque e biodiversità. 38832 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
📰 Container Management📅 2026-07-29📍 Los AngelesenElettrificazione · cold ironing
The At Berth rule goes to Congress. The ships are already committed elsewhere Container Management
A container ship fitted for shore power in Los Angeles cannot be un-fitted, and across most of the fleet calling San Pedro Bay there is no commercial reason to want to. That is worth establishing at the outset, because on 22 July the Environmental Protection Agency sent the federal authorisation behind California's At Berth regulation to Congress for disapproval. The rule that made cold ironing compulsory at Californian berths now sits in front of a legislature that has already disapproved three Californian authorisations under this administration and received four more in June. The odds are not obviously in California's favour. None of which reaches the plug on the ship, because Europe got there second and will arrive first in practice. Under the Alternative Fuels Infrastructure Regulation, EU member states must ensure that TEN-T maritime ports averaging more than 100 annual calls by container ships above 5,000 gross tonnes can supply shore power to at least 90% of that demand by 31 December 2029. Create a free account to access full articles, analysis and editorial content from Container Management.
World Bank: East Asia’s Maritime Supply Chains At Risk Supply Chain Digital
Across East Asia and the Pacific, shipping functions as a core supply chain backbone, supporting between 16 and 18 million people whose livelihoods depend on global, regional and domestic trade flows. Maritime transport ties together producers, consumers and energy systems, carrying bulk commodities, consumer goods and fuel across extensive archipelagos and busy trade corridors that feed manufacturing and retail networks. Theseinterconnected logistics systemsnow face growing strain from congested ports, ageing fleets, persistent safety gaps and the need to cut emissions across end‑to‑end operations. For companies relying on the region, building resilient supply chains means combining higher efficiency with improved safety and long‑term environmental performance from quayside to open sea. The World Bank explores this in its report Ports, Ships and Fuels: Maritime Efficiency, Safety and Sustainability in East Asia and Pacific, framing maritime policy choices through a supply chain lens. The report identifies operational efficiency as the fastest way to improve performance along international supply chains that depend on ocean freight. Ocean shipping is described as the most energy‑efficient transport mode, emitting between 11 and 17 grams of CO₂ per ton‑nautical mile, compared with 70 grams for heavy road freight and up to 515 grams for aviation, with direct implications for logistics cost and decarbonisation plans. Between 2008 and 2024, global seaborne trade expanded by nearly 50%, yet energy use rose by only 5%, avoiding about 1.8 million barrels of oil a day and saving around US$60bn a year in fuel for transport networks. Gateway ports such as Shanghai, China and Singapore are cited for rapid vessel turnaround, which stabilisesmanufacturing supply chains, while smaller archipelagic terminals struggle with slower cargo handling and longer waiting times that can disrupt feeder services and hinterland deliveries. In developing economies across the region, port activity generates about 21.5 million tonnes of CO₂e each year, with ships responsible for 70 to 95% of air pollution inside port boundaries, affecting local communities and logistics workers. “Maritime supply chains are the circulatory system of regional economies,” says Carlos Felipe Jaramillo, Vice President for East Asia and Pacific at The World Bank. “When they function well, businesses become more competitive, markets become more accessible and communities prosper. “This report is a call to protect workers, strengthen maritime safety and seize the opportunities presented by a more efficient and sustainable maritime future.” The World Bank report states that digital appointment systems and Just‑In‑Time arrivals can streamline vessel calls, cutting time at anchorage and reducing emissions around ports by up to 25%, which in turn supports more predictable supply chain schedules. From asupply chain risk perspective, safety gaps in domestic fleets are a significant vulnerability, with 28% of vessels more than 20 years old and 18% older than 25 years, increasing the chances of fuel inefficiency and operational incidents. Port State Control regimes under the Tokyo Memorandum of Understanding carried out more than 32,000 inspections in 2024, leading to nearly 1,200 detentions for serious safety or environmental failures that can interrupt cargo flows. The World Bank notes that East Asia and the Pacific supply more than 40% of the global seafarer workforce, making high‑quality training and strict crew certification central to reducing human error in complex maritime operations. These human‑factor safeguards become even more important as operators introduce alternative fuels such as green methanol and green ammonia, which change fuel handling and emergency procedures along bunker supply chains. Because these fuels are hazardous, with high toxicity and flammability, ports and shipowners must invest in gas‑detection systems, appropriate protective equipment and specialised emergency‑response training to manage operational risk. The report stresses thatlong‑term sustainabilityfor maritime supply chains depends on shifting away from conventional fossil fuels, which still make up more than 99% of global marine fuel consumption. Bunker fuel accounts for between 40 and 60% of vessel operating costs, so decisions on propulsion and fuel choice are highly sensitive to price signals and expectations about future fuel markets. Liquefied Natural Gas currently dominates alternative fuel deployment, with more than 470 LNG‑fuelled vessels in service, but meeting net zero goals will require large‑scale adoption of green methanol and green ammonia across regional bunkering networks. Extending efficiency improvements across all subsectors and scales of operation is essential to unlock broader productivity, safety and sustainability benefits. Yet supply chain planning for these fuels is complicated by limited output: green methanol projects are producing only 0.034 million tonnes today, with a further 13.2 million tonnes still at feasibility stage, leaving shipowners uncertain about future availability. Maritime operators also face competition from agriculture and chemical manufacturing for green ammonia, with these sectors consuming more than 181 million tonnes annually and able to absorb higher prices more easily than shipping. The World Bank argues that clear regulatory direction and harmonised global standards are urgently needed to reduce risk for investors in dual‑fuel vessels, low‑carbon fuel production and new bunkering infrastructure in East Asia and the Pacific. Re‑engineering maritime routes intolow‑carbon transport corridorsrequires major capital commitments across ports, fleets and energy supply chains that serve regional and global trade. From 2025 to 2040, the World Bank estimates about US$180bn will be needed to modernise port infrastructure, with more than US$280bn required to renew domestic and regional fleets so they can operate safely and efficiently. Fuel production facilities add another large investment layer, with projected needs of US$310bn for green ammonia, US$81bn for green methanol and US$42bn for renewable Liquefied Natural Gas by 2040, extending maritime decarbonisation upstream into energy and industrial systems. The report highlights public‑private partnerships and blended finance as key tools for de‑risking large projects such as port electrification and shore power installations, both of which help cut emissions around high‑volume logistics hubs. Policy coordination is also essential, aligninggovernance and procurement practicesacross raw material suppliers, shipowners and terminal operators so that investment in greener technologies supports, rather than undermines, supply chain reliability. The World Bank links these infrastructure upgrades to wider economic gains, noting that every additional one million tonnes of cargo handled through ports supports about 300 jobs in hinterland logistics, strengthening regional supply chain ecosystems. Vice President for East Asia and Pacific
The World Bank: Promoting Sustainable Maritime & Green Fuels Sustainability Magazine
Themaritimetransport sector serves as an economic lifeline for East Asia and the Pacific because it directly supports 16 to 18 million people across global, regional and domestic supply chains. As a key form of international trade, ocean shipping moves essential bulk goods, consumer products and vital energy resources across sprawling archipelagos and major economic corridors. However, the regionalmaritimelandscape faces mounting pressure from rising port congestion, ageing vessels, systemic safety deficiencies and the imperative to decarbonise operations. Building a resilient supply chain requires a balanced approach that leverages efficiency, safety and long-term environmental sustainability. This is explored inThe World Bank’s latest report, Ports, Ships and Fuels: Maritime Efficiency, Safety and Sustainability in East Asia and Pacific. In the report, operational efficiency is presented as the most immediate opportunity for performance improvements across international supply chains. Ocean shippingremains the most energy-efficient mode of transport, emitting 11 to 17 grams of CO₂ per ton-nautical mile, compared with 70 grams for heavy road freight and up to 515 grams for aviation. Between 2008 and 2024, global shipping trade expanded by nearly 50%; however, energy use grew by only 5%, saving 1.8 million barrels of oil daily and US$60bn annually in fuel costs. The report highlights that at major gateways such as Shanghai and Singapore, short turnaround times strengthen manufacturing supply networks, whereas small archipelagic terminals struggle with slow cargo handling and extended ship wait times. Port operations in developing regional economies generate approximately 21.5 million tonnes of CO₂e emissions, with ships accounting for 70-95% of air pollution within port perimeters. “Maritime supply chains are the circulatory system of regional economies,” says Carlos Felipe Jaramillo, Vice President for East Asia and Pacific at TheWorld Bank. “When they function well, businesses become more competitive, markets become more accessible and communities prosper. “This report is a call to protect workers, strengthen maritime safety and seize the opportunities presented by a more efficient and sustainable maritime future.” It is stated that adopting digital appointment systems and Just-In-Time arrivals can help to optimise vessel scheduling, reduce anchorage idle time and lower port-area emissions by up to 25%. Regional domestic fleets suffer from persistent safety gaps, as 28% of vessels are more than 20 years old and 18% exceed 25 years, increasing the likelihood of inefficient fuel use and incidents. Rigorous Port State Control inspections under the Tokyo Memorandum of Understanding conducted more than 32,000 vessel checks in 2024, resulting in nearly 1,200 detentions due to critical safety or environmental deficiencies. Extending efficiency improvements across all subsectors and scales of operation is essential to unlock broader productivity, safety and sustainability benefits. The World Bank states that because the region supplies more than 40% of the world's seafarer workforce, structured training and rigorous crew certification are vital to mitigate human error during complex operations. These safety requirements become even more critical as fleets transition to alternative fuels such as green methanol and green ammonia. Handling these hazardous fuels poses severe operational risks, including extreme toxicity and flammability, requiring advanced gas-detection infrastructure, protective equipment and specialised emergency response training. Long-term environmental sustainability relies on transitioning away from conventional fossil fuels, which currently account for more than 99% of global marine fuel consumption. The report states that bunker fuels represent 40-60% of vessel operating costs, meaning that commercial decisions regarding new propulsion systems remain highly sensitive to fuel price competitiveness. Although Liquefied Natural Gas leads alternative deployments, with more than 470 vessels in service, achieving net zero targets requires scaling up green methanol and green ammonia. Procurement of these alternative fuels faces severe structural bottlenecks, as green methanol projects currently produce only 0.034 million tonnes, while 13.2 million tonnes remain at the feasibility stage. Furthermore, maritime operators must compete for green ammonia with the agricultural and chemical manufacturing sectors, which consume more than 181 million tonnes annually and can easily absorb higher price premiums. The World Bank emphasises that transparent regulatory signals and unified global standards are urgently needed to de-risk investments in dual-fuel shipbuilding, green fuel production and regional bunkering infrastructure. Transforming regional maritime networks into clean transport corridors demands substantial capital investment across ports, ships and energy supply chains. Between 2025 and 2040, modernising port infrastructure will require roughly US$180bn, while domestic and regional fleet replacement will require more than US$280bn. Developing supporting fuel production infrastructure by 2040 will require further massive capital outlays, estimated at US$310bn for green ammonia, US$81bn for green methanol and US$42bn for renewable Liquefied Natural Gas. Public-private partnerships and blended finance mechanisms are essential to de-risk capital-intensive projects, including port electrification and onshore power supply installations. Coordinated policy frameworks must align institutional governance with sustainable procurement practices across raw material suppliers, vessel owners and terminal operators. Investing in port productivity and green energy yields significant socio-economic benefits, as every additional million tonnes of cargo throughput supports approximately 300 jobs across hinterland logistics networks. Vice President for East Asia and Pacific
📰 SHIP MAGMedia📅 2026-07-29📍 Long BeachitElettrificazione · cold ironing
Primo accordo negli Usa per sviluppare l'impiego dei piccoli reattori modulari per cargo marittimo e infrastrutture portuali L'articolo Il porto di Long Beach e la Marad avviano una partnership per la propulsione nucleare applicata al settore marittimo commerciale proviene da Shipmag .
Primo accordo negli Usa per sviluppare l’impiego dei piccoli reattori modulari per cargo marittimo e infrastrutture portuali
Long Beach – Il porto di Long Beach e la Marad (U.S. Maritime Administration) hanno firmato il primo accordo di cooperazione negli Usa dedicato allo sviluppo della propulsione nucleare per il settore marittimo commerciale. Il memorandum, di natura non vincolante, punta a favorire lo studio e l’integrazione dei piccoli reattori modulari (Smr) nelle navi, nelle operazioni portuali e in altre applicazioni marittime.
L’iniziativa si inserisce nella strategia dell’amministrazione statunitense volta a rilanciare la cantieristica nazionale e a promuovere nuove soluzioni energetiche per il trasporto marittimo. L’accordo segue inoltre la consultazione avviata dalla Marad nei mesi scorsi per individuare un progetto di Smr sviluppato negli Stati Uniti e destinato al sistema marittimo nazionale.
La collaborazione coinvolgerà anche la Guardia Costiera degli Usa, il Dipartimento dell’Energia e la NuclearRegulatory Commission, con l’obiettivo di definire standard di sicurezza, protocolli operativi, procedure ispettive e linee guida per l’eventuale impiego futuro di navi alimentate da reattori modulari nei porti americani. L’intesa, tuttavia, non autorizza la costruzione di navi nucleari né prevede impegni finanziari o decisioni su specifiche tecnologie.
Il progetto si affianca al recente accordo tra il porto e BlueCore Energy, che realizzerà attività di assemblaggio, collaudo e stoccaggio di moduli energetici destinati ad applicazioni marittime. Parallelamente, il porto di Long Beach punta a raddoppiare il traffico container fino a 20 milioni di teu entro il 2050, obiettivo che richiederà una significativa crescita della capacità energetica a supporto della progressiva elettrificazione delle operazioni portuali.
L’accordo rappresenta un passo importante nel ritorno d’interesse verso la propulsione nucleare nel trasporto marittimo commerciale. Sebbene la diffusione degli Smr dovrà ancora superare importanti sfide normative, infrastrutturali e di accettazione pubblica, il progetto di Long Beach potrebbe diventare un banco di prova per una tecnologia considerata da molti operatori una delle possibili soluzioni per decarbonizzare la navigazione oceanica di lungo raggio.
Solar Steel consolidates 350 TEUs in a next-gen vessel to reduce the environmental impact of its trackers’ deliveries in Spain Review Energy
Gonvarri Solar Steelhas consolidated the transport of350 TEUs for several of its1P trackers’deliveries in Spaininto a single next-generation vessel designed to reduce the environmental impact of maritime logistics. The cargo is scheduled to arrive at the Port of Alicante on August 6. The shipment will supply projects located in Málaga, Zaragoza and Toledo, in line with the company’s strategy to deploy increasingly efficient logistics solutions aligned with its sustainability objectives. Out of the total volume transported, 225 TEUs correspond to the project located in Casares, Málaga, which will be fully supplied through this single vessel. This logistics planning had enabled Gonvarri Solar Steel tooptimize material transport, reduce intermediate operations and improve the overall efficiency of its supply chain.By concentrating cargo in one maritime operation, the company reinforces a clear principle: the energy transition must also be built through smarter, cleaner and more responsible transport decisions. The vessel used for this operation integrates advanced technologies aimed at improving environmental performance. These include readiness to operate with methanol as a future fuel, Onshore Power Supply connectivity to reduce emissions during port calls, and advanced voyage optimization systems that increase energy efficiency throughout the journey. Based on the vessel’s efficiency and the logistics concentration achieved,this operation is reducing CO2 emissions associated with maritime transport by up to 25%compared to conventional operations carried out with traditional vessels. In addition, the technologies incorporated into the vessel enable a significant reduction in nitrogen oxide, sulfur oxide and particulate emissions, contributing to cleaner and more sustainable maritime transport. The decision to concentrate the project supply in this vessel reflects Gonvarri Solar Steel’s commitment to implementing logistics solutions that reduce the carbon footprint of its operations while maintaining the highest standards of efficiency, reliability and service quality. With this operation, Gonvarri Solar Steel strengthens its position as a company capable of integrating sustainability criteria across every stage of the project. From engineering and manufacturing to transport and delivery, the company continues to advance toward a more efficient, responsible and innovative renewable energy supply chain.
📰 Orange County Register📅 2026-07-28📍 Los AngelesenAria · inquinamentoElettrificazione · cold ironing
California’s invisible ‘port tax’ is costing every American Orange County Register
The shipsidlingoff the California coast aren’t just waiting for a dock—they’re waiting on government policy. The cost of these delaysis embeddedinto every American taxpayer’s bill, as products needed for basic utilities and everyday groceries take longer and cost more to reach American households. And the worst part? Those delays are entirely avoidable. They only exist because of a flawed Californian rule which Congress could strike down tomorrow. Congress should use theCongressional Review Actto overturn the Environmental Protection Agency’s (EPA) waiver for the “Vessels At-Berth” rule. The rulerequiresincoming ships to shut off their diesel engines and connect to shore-side power sources, forcing expensive infrastructure updates and additional changes that ripple through the shipping industry. That rule unfairlyexportsthe cost of California’s climate agenda to the rest of the country byraisingconsumer prices,disruptingsupply chains, and shaking the balance between state and federal authority. California’s massive handling of US imports and exports under the “Vessels At-Berth” rule naturallyraisescompliance costs, whichtranslatesinto higher prices for fuel, food, and other consumer goods. 12 local portshandle40% of American imports and 30% of exports, meaning an additionalcostof more than $2 billion by 2032 across various products under the regulation. As national economicchokepoints, Ports of Long Beach and Los Angeles administering the mandate are setting a policy taxpayers never endorsed. This invisible tax on local and international trade will eventually make American exporters less competitive in global markets, as well as bumping up prices here at home. In addition to orchestrating maritimetrafficalong the coast, the rule adds to thestrainon local power grids while forcing captains to turn off all diesel engines andplugvessels into a pre-approved clean energy source as soon as they dock. Violators and ships without the required technology are swiftly charged a fee. That money is deposited into the state’sRemediation Fund—sometimes costingthousandsper hour—including noncompliance fines that can reach up to$50,288 per violation, per day. If a ship’s energy isn’t clean enough to appease California’s state government, its owner will have to cough up for the right to offload its goods—hence the higher prices for you and I at the grocery store. The rule only exists because of the EPA’sClean Air Act waiver, whichallowsCalifornia to enact stricter rules than federal restrictions due to its extreme air quality conditions. California does not make it easy for ships to comply with the rule and avoid the heavy fines. Plugging into the land-based grid alone takesup to 3 hours. During thattime, ships must berth, secure the vessel, switch to shore power, back to onboard power, cast off, and exit. These processrequirementsincrease vessel turnaround time, reduce dock availability, and contribute to port congestion when repeated across thousands of port calls. Implementing shore-based electrical infrastructure alsointroducesoperational and safety risks. For some ships, likepetroleum tankers, compliance is technologically impossible, making the fines inescapable and unfair. Through the EPA waiver, California’s state government is essentially regulating state and global commerce at its shores—an area traditionally managed by the federal government. A repeal through the Congressional Review Act (CRA) can correct this. The CRAallowsCongress to disapprove federal agency rules by passing a fast-tracked Joint Resolution of Disapproval with a simple majority. Once signed, the legislation would repeal the “Vessel At-Berth” rule, which cannot be re-issued without congressional approval after that. Repealing the waiver would reverse many of its negative effects listed above. It would also restore balance between state and federal power. Even better, the overturn wouldpreventfuture administrations from issuing similar waivers without congressional approval. One state’s regulatory agenda shouldn’t govern an entire nation’s economy. California is free to pursue its own policies, but shouldn’t have the ability to unilaterally impose its own policy costs on the rest of the country. The longer Congress waits to act against this, the higher the bill will be for American taxpayers. Lora Karch is an independent policy writer with Young Voices, passionate about individual liberties. Her work has appeared in The National Interest, Washington Examiner, RealClearWorld, Times of Israel, and more. You can follow her for more of her work on X: @LoraKarch
Shore Power Pioneer Princess Cruises Celebrates 25 Years of Plugging in at Juneau Travel Market Report
Photo: Princess Cruises Twenty-five years ago,Princess Cruiseshelped transform the future of cruising inAlaskaby becoming the first cruise line to connect a ship to Juneau’s hydroelectric shore power system. Today, that pioneering partnership continues to serve as a model for ports around the world while delivering lasting environmental and community benefits. Since 2001, Princess Cruises, the City and Borough of Juneau and Alaska Electric Light & Power (AEL&P) have worked together to connect cruise ships to Juneau’s local hydroelectric power grid, allowing ships to shut down their engines while in port and significantly reduce emissions. What began as a groundbreaking initiative has since become a global best practice, inspiring shore power adoption at 41 cruise ports around the world. Sadly, while shore power is a vital part of the industry’s path to net zero GHG emissions from operations by 2050, those 41 ports represent just 3% of the world’s ports. By the Numbers “For 25 years, our partnership with the City and Borough of Juneau and Alaska Electric Light & Power has demonstrated what’s possible when industry, government and local communities work together toward a common goal,” said Gus Antorcha, President of Princess Cruises. “Together, we’ve helped pioneer a technology that has transformed cruise operations around the world while delivering meaningful environmental and community benefits in Alaska.” A Partnership That Changed the IndustryCreating the world’s first shore power system in Juneau required vision, innovation and collaboration. Connecting large cruise ships to the city’s small, isolated hydroelectric grid was a complex undertaking that continues to stand as a remarkable engineering achievement. “We remain proud to be the port that pioneered shore power and of the ongoing public private partnership that made it happen,” said Beth Weldon, Mayor of the City and Borough of Juneau. “This is a great example of diverse parties coming together to do groundbreaking work and we look forward to future opportunities for collaboration to expand shore power in Juneau.” Today, Carnival Corporation is the leader in being shore power-ready, with roughly 75% of its global fleet of over 90 ships equipped to plug into shoreside electricity, shut off engines in port and cut greenhouse gas and other emissions by up to 100% depending on the local energy mix.
EPA Sends California At Berth and Harbor Craft Waivers to Congress Under CRA - News and Statistics IndexBox
Search across reports, market insights, and blog stories. The U.S. Environmental Protection Agency has transmitted two additional California waivers to Congress, covering the Ocean-Going Vessels At Berth and Commercial Harbor Craft regulations. According to Pacific Environment, the precedent established over the past 50 years under both Democratic and Republican administrations is that Clean Air Act waivers are not considered rules and therefore are not subject to review under the Congressional Review Act. The group stated that the EPA's move to reclassify these waivers represents a misuse of the CRA and an unlawful attack on clean air protections. Davina Hurt, Climate Policy Director at Pacific Environment, commented that the federal government's action against the waivers is a misuse of the Congressional Review Act. She noted that Clean Air Act waiver programs have been respected by administrations of both parties for more than five decades. Hurt warned that Congress should recognize what she described as an overreach by the oil and gas industry, rather than jeopardizing billions of dollars in public and private investments made under these regulations. The At Berth regulation has provided regulatory certainty to the shipping industry since 2007, when California began regulating emissions from ships docked at port. These rules were updated in 2020, with compliance requirements phased in over more than a decade starting in 2014. The last requirements are set to become enforceable in 2027. Shipping companies, ports, terminal operators, utilities, and equipment manufacturers have made long-term investments based on this framework, including shore power infrastructure, vessel retrofits, and equipment purchases. Unwinding this program after those investments risks creating stranded assets and discouraging future private investment. Andrea Marpillero-Colomina, Sustainable Communities Policy Advisor at GreenLatinos, said the EPA is targeting communities already burdened by polluted air. She noted that the At Berth and Commercial Harbor Craft rules exist because frontline families near the Ports of Los Angeles and Long Beach have suffered from diesel pollution. She called on Congress to reject the policy attack. The California Air Resources Board's economic analysis of the 2020 At Berth Regulation update estimated compliance costs at about $0.0079 per gallon of fuel in the state supply. Even if the full cost is passed to consumers, the impact on an average California driver using 350 gallons of gas per year would be less than $3 annually. The analysis indicated that Californians would pay pennies while saving billions in health care costs. Eli Lipmen, Executive Director of Move LA, stated that frontline communities suffer from the impacts of living near goods shipping. He called the federal government's action capricious and illegal, urging Congress and the State of California to stop it. The 2020 At-Berth Regulation is projected to reduce potential cancer risk for California's portside communities by about 60%. According to CARB's initial analysis, the amended regulation will save 230 lives and prevent 73 hospital admissions and 116 emergency room visits statewide, with health benefits valued at $2.31 billion. Caroline Bonfield,Ocean Conservancy's senior U.S. policy manager for climate, noted that while Americans are aware of poor air quality from wildfires, port communities face this reality year-round. She said removing these protections is illegal and will worsen air quality. The Commercial Harbor Craft Rule is expected to save 530 California lives and protect 9.7 million Californians from elevated air pollution levels, according to CARB. Dori Chandler, Policy Advocate with the Coalition for Clean Air, said reducing pollution from large ships docked near communities is essential for protecting health and serves as a benchmark for global emissions reductions. Sam Wilson, Senior Analyst with theUnion of Concerned Scientists, stated that the At-Berth and Commercial Harbor Craft regulations address the air quality crisis harming millions of Californians. He noted that the At-Berth regulation alone is estimated to result in net health benefits that far outpace ongoing costs to industry during its first decade. Wilson said the current administration's efforts to strip California's authority would harm over 10 million Californians living near freight facilities. Jasmin Vargas, Air Quality and Clean Port Campaign Director at the Environmental Health Coalition, said the EPA is attempting to roll back two effective rules without evidence that the maritime industry is hurting. She described the action as putting industry profits over children's health. Shannon Olivieri Hovis, Chief Strategy Officer at California Environmental Voters, stated that California has led the nation with stronger transportation standards that have worked. She said the two standards are expected to cut cancer risk in half in coming decades, and called for state leaders to defend California's clean air leadership. Ports have made progress toward zero-emission futures. ThePort of Los Angeles, which receives 40% of the nation's cargo volume, received $15 million in Clean Ports Program funds for shore power deployment at the Wallenius Wilhelmsen Auto Terminal. David Pettit, senior attorney at theCenter For Biological Diversity, said the Trump administration will do anything to prop up oil company profits even if it harms Californians' health. He stated that port-related pollution protections have saved lives. Veronica Eady, Executive Director of the West Oakland Environmental Indicators Project, said diesel pollution from ocean-going vessels is a silent killer in port-adjacent communities like West Oakland. She noted that the waivers have allowed ships at the Port of Oakland to plug into the electric grid and shut off diesel engines, cutting a major pollution source. Katherine Garcia, Sierra Club's Clean Transportation for All Campaign Director, said the Trump administration is abusing its authority to do the bidding of the fossil fuel industry. She called the attempt to nullify waivers a political attack on California's ability to reduce toxic diesel pollution. In June 2026, California Attorney General Rob Bonta, Governor Gavin Newsom, and CARB filed a motion for a preliminary injunction to block the Trump administration's actions targeting four Clean Air Act preemption waivers. These waivers concern CARB's 2008 Greenhouse Gas Emission Standards for cars, 2012 Emissions Standards for Cars, and 2022 Small Offroad Engine Rule amendments. California also filed a lawsuit challenging the EPA's latest attack on state efforts to improve air quality. Attorney General Bonta stated at the time that the administration's assault on California's waivers is politically motivated and that the state will not stand for it. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. 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Puertos inteligentes: clave para gestionar la creciente demanda energética de la electrificación Petróleo y Energía
La electrificación en puertos demanda una gestión avanzada que integre renovables, almacenamiento y digitalización para cumplir regulaciones y garantizar operaciones sostenibles. La electrificación en puertos exige una gestión energética avanzada para responder a la creciente demanda y cumplir con regulaciones europeas.La integración deenergías renovables, almacenamiento y digitalización es fundamental para garantizar operaciones eficientes y sostenibles. La descarbonización en puertos ya no es opcional.El reglamento AFIR y la iniciativa FuelEU Maritime exigen que los puertos de la Red Transeuropea de Transportecuenten antes de 2030 con suministro eléctrico a buques atracados, conocido comoOPS. Además, se requiere infraestructura para la recarga de camiones y vehículos eléctricos pesados. En España, elMinisterio de Transportes y Movilidad Sostenibleproyecta una inversión pública superior a 950 millones de euros para electrificar muelles hasta 2030. Actualmente, el sistema portuario estatal dispone de 200 MW de potencia eléctrica instalada y un consumo anual de 1 TWh, pero se estima que para 2030 se requerirán más de 1 GW adicional yun consumo total que superará los 2 TWh. Este crecimiento obliga a abordar la electrificación desde una perspectiva sistémica, que coordine generación, consumo, almacenamiento y conexión a la red eléctrica.Puertos del Estadoya ha incorporado las necesidades de potencia OPS en la planificación nacional, en colaboración con la Dirección General de Política Energética y Minas, Red Eléctrica y empresas distribuidoras. La presión sobre lared eléctrica no se limita a los puertos.Red Eléctrica informó que desde 2022 se han concedido 11,8 GW de capacidad para nuevas demandas aún no operativas, dentro de un total de 19 GW de permisos de acceso y conexión para demanda. Este contexto subraya la urgencia de que los puertos desarrollen estrategias energéticas propias para gestionar picos de consumo y mejorar la resiliencia. Las energías renovables y los sistemas de almacenamiento en baterías son fundamentales para modular la demanda, desacoplar generación y consumo, y apoyar operaciones críticas. La electrificación de muelles, terminales y flotas requiere una gestión activa de laenergía disponible según las necesidades específicas de cada operación. La digitalización permite a las autoridades portuarias monitorear activos en tiempo real, gestionar prioridades, anticipar demanda y adaptar la red eléctrica al perfil de carga previsto. Herramientas como sistemas de gestión de potencia, plataformas energéticas avanzadas, gemelos digitales y centros de operación unificados facilitanredes portuarias flexibles y eficientes. Elhidrógeno renovable complementa la electrificación, especialmente en sectores difíciles de electrificar, como procesos industriales de alta temperatura y transporte marítimo, aéreo o terrestre de larga distancia. La Península Ibérica tiene ventajas para producirhidrógeno renovable gracias a su clima,disponibilidad de terreno y densidad poblacional. El precio de la electricidad es clave, ya que representa entre el60% y 70% del costo del kilogramo de hidrógeno renovable.La infraestructura también será decisiva; por ejemplo, la conexión submarina entre el Puerto de Barcelona y Marsella integrará el mercado peninsular en los corredores europeos del hidrógeno,junto con los Valles del Hidrógeno, ecosistemas locales que reúnen producción y consumo. Desde la perspectivatécnica de Schneider Electric, no basta con generar energía renovable, sino que es necesario integrarla y garantizar su disponibilidad. Esto implica combinarelectrificación, eficiencia energética, digitalización y gestión de activospara responder a la creciente demanda sin afectar la continuidad operativa. Cada puerto tiene condiciones específicas, pero el marco regulatorio europeo ylas metas para 2030 exigen una revisión integral del sistema energético portuario. Esta transformación debe integrar renovables, gestionar nuevos consumos y asegurar la continuidad del servicio para avanzar hacia puertos inteligentes y sostenibles.
Madeira Ports Secure Key EU Fuel Rules Derogation thetraveler.org
More news on this day Madeira’s main ports have been formally included in a new European Union derogation from maritime fuel rules, a move that will ease compliance costs on routes linking the archipelago with the Azores and other outermost regions while the islands continue their transition to cleaner shipping. Get the latest news straight to your inbox! Publicly available information from the Official Journal of the European Union shows that Portugal has activated a derogation under Regulation (EU) 2023/1805 on the use of renewable and low carbon fuels in maritime transport, commonly known as FuelEU Maritime. The notification, released in June 2026, lists key ports in Madeira and the Azores among those benefiting from more flexible application of the new rules during an initial phase. The derogation specifically covers cruise and other passenger services operating between ports in Madeira, the Azores and the wider family of EU outermost regions. In practice, this means that vessels serving itineraries that interconnect islands such as Madeira, Porto Santo, São Miguel or Terceira, as well as links to other outermost regions, will face reduced immediate compliance pressures compared with ships on standard intra-EU routes. Regional and European-level documents describe the measure as part of a broader approach to accommodate the structural challenges of remote island economies, where maritime connections are essential for tourism, trade and social cohesion. Madeira’s gateways at Funchal and Caniçal, together with a network of Azorean ports, are central nodes in that system and are now explicitly recognised within the FuelEU Maritime framework. The decision aligns with the long-standing status of Madeira and the Azores as EU outermost regions under Article 349 of the Treaty on the Functioning of the European Union, which allows tailored responses to geographical and economic constraints. The derogation is framed as temporary, linked to the period in which local operators and port authorities adapt to the technical and financial demands of cleaner propulsion and alternative fuels. The European Commission’s communication on Portugal’s use of the FuelEU Maritime exemption includes a detailed table of ports in the autonomous regions. For Madeira, the Port of Funchal and the cargo-focused Port of Caniçal are named, reflecting their dual importance for cruise tourism and essential supply chains. Porto Santo’s port is also identified, underlining the role of short inter-island links in the overall transport network. In the Azores, the list runs from Ponta Delgada on São Miguel to Praia da Vitória and Angra do Heroísmo on Terceira, as well as Horta, Lajes do Pico, Madalena, São Roque, Vila do Porto and a series of smaller island ports including Corvo and Flores. By mapping these locations, the EU effectively designates an interconnected set of maritime corridors within which the derogation applies to specified services. Travel and tourism operators are expected to benefit from greater predictability as they plan itineraries for the late 2020s. Cruise lines linking Madeira with the Canary Islands and other Atlantic destinations, as well as inter-island ferry providers, can schedule fleet investments and retrofits with clearer knowledge of how fuel intensity and emissions targets will be phased in on these particular routes. For passengers, the effect is likely to be most visible in the preservation of existing connectivity patterns. Reports indicate that policymakers were keen to avoid abrupt changes to capacity or pricing on lifeline services, particularly for smaller islands that depend on regular maritime links for both residents and visitors. The new FuelEU Maritime derogation sits alongside earlier flexibility granted to outermost regions under the extension of the EU Emissions Trading System (EU ETS) to shipping. Guidance from European institutions notes that voyages between ports in Madeira or the Azores and mainland Portugal already benefit from a specific surrender derogation during the transition period for maritime ETS, reflecting concerns about disproportionate cost impacts on island regions. By pairing the ETS approach with the FuelEU Maritime exemption, Brussels and Lisbon are effectively layering instruments that recognise the same structural vulnerability: high dependence on maritime transport combined with limited immediate access to alternative fuels and shore-side infrastructure. The combined effect is intended to give operators in Madeira and the Azores a realistic timeframe in which to modernise vessels and bunkering systems without undermining connectivity. At the same time, recent European Commission reports on outermost regions emphasise that long-term climate objectives remain unchanged. Madeira and the Azores are expected to transition toward lower-emission fleets and improved port facilities, including better energy efficiency, onshore power supply and readiness for sustainable fuels. The derogations are described as targeted calibrations of the timeline rather than exemptions from the eventual standards. For the travel sector, this balancing act is significant. Cruise tourism is a major contributor to Madeira’s visitor economy, while ferries and mixed-use vessels are vital for mobility within the archipelagos. Maintaining service levels while accelerating decarbonisation is presented as a shared challenge for authorities, port managers and private operators alike. Recent data from the Regional Directorate of Statistics of Madeira show that the archipelago has been improving its position in EU social and economic indicators among outermost regions, helped in part by a resilient tourism sector. Cruise traffic through Funchal and rising numbers of island-hopping visitors have supported local employment and business activity, particularly in hospitality, retail and shore excursions. The cost of maritime energy transition, however, is expected to be substantial. Installing alternative fuel infrastructure, upgrading port facilities and refitting or replacing vessels involve multi-year investment cycles. Analysts following EU cohesion and transport policies note that the outermost regions, including Madeira and the Azores, will likely depend on a mix of EU funds, national programmes and private capital to finance these changes. Without calibrated derogations, there had been concerns that stricter fuel rules could push up operating costs more quickly than smaller island markets could absorb, with potential knock-on effects for fares and service frequency. The newly formalised exemption for specific routes is being interpreted in regional coverage as a signal that the EU intends to protect territorial cohesion while still steering the sector toward net-zero objectives. For local communities, the stakes are not only economic but also social. Maritime links underpin access to healthcare, education and cultural exchange across the islands, as well as facilitating the flows of visitors that many businesses rely on. Ensuring that regulatory shifts do not unintentionally erode this connectivity has been a recurring theme in debates across outermost regions. For travelers planning cruises or ferry journeys involving Madeira and the Azores over the next few years, the immediate implications of the EU derogation are subtle but positive. Industry observers expect continuity in existing itineraries and capacity, with operators less likely to withdraw or substantially alter routes purely because of short-term regulatory cost spikes linked to fuel rules. In the medium term, visitors may begin to notice more visible signs of the green transition at island ports, such as investments in cleaner auxiliary power systems, modernised terminals and, eventually, vessels capable of running on alternative fuels. Policy documents on the EU’s outermost regions stress that these upgrades are not only environmental measures but also opportunities to enhance service quality and resilience. Further EU and national-level decisions will determine how long the FuelEU Maritime derogation for Madeira and the Azores remains in force and under what conditions it might be adjusted. The evolving strategy for outermost regions, which the European institutions are currently updating, is expected to integrate transport, climate and cohesion objectives in a more coordinated framework covering the period to 2030 and beyond. For now, the formal recognition of Madeira’s ports within the new exemption framework reinforces their status as strategic Atlantic hubs linking Europe to its most distant territories. As regulatory timelines and investment plans crystallise, the archipelagos are positioning themselves as laboratories for reconciling ambitious decarbonisation goals with the practical realities of island connectivity and tourism growth.
📰 Città della SpeziaMedia📅 2026-07-28📍 La SpeziaitElettrificazione · cold ironingRumore · acque · biodiversità
Il porto del presente e del futuro, Montaresi a Blue Talk: "Cantieri e investimenti per crescere" Città della Spezia
Temi del giorno: fa.lug. Il segretario generale dell’Autorità portuale del Mar Ligure Orientale traccia la rotta dello scalo: nuovo molo crociere, ampliamento del terminal container, cold ironing, dragaggi e l’intesa con Genova per la nuova diga. “Così rafforziamo la competitività del sistema”. Il porto della Spezia accelera sullo sviluppo infrastrutturale con cantieri aperti nei principali comparti, investimenti privati per circa 400 milioni di euro e opere pubbliche destinate a rafforzarne la competitività. Dal nuovo molo crociere ai dragaggi, dall’ampliamento del terminal container alcold ironing,i progetti coinvolgono anche il rapporto con la città e la collaborazione con Genova. A illustrarli nella puntata settimanale diBlue Talkè stataFederica Montaresi,segretario generale dell’Autorità di sistema portuale del Mar Ligure orientale, ospite del format di RLV – La Radio a colori. “È un momento di grande vivacità per tutto il Golfo, con numerosi progetti e cantieri: alcune opere sono iniziate, altre sono in fase di completamento”, ha spiegato Montaresi. Lo sviluppo interessa crociere, traffici commerciali, terminal container, cantieristica e rapporto tra porto e città. Tra gli interventi più avanzati figura il nuovo molo crociere, la cui conclusione è prevista entro dicembre 2026. Spezia & Carrara Cruise Terminal sta inoltre portando avanti il progetto del terminal che sorgerà sul nuovo molo e su Calata Paita. “Vedremo lo sviluppo delle attività portuali e la restituzione alla città di spazi importanti”, ha sottolineato ai microfoni di Matteo Cantile -. Il recupero delle aree sarà integrato con il futuro waterfront della Spezia. L’intervista si sposta sul tema della sostenibilità: “Sono in corso attività per migliorare la convivenza con i quartieri vicini, compreso lo spostamento dei vivai della mitilicoltura, funzionale sia alla produzione sia allo sviluppo delle infrastrutture. Un ruolo centrale è affidato alcold ironing.Sul molo Garibaldi sono già stati effettuati test positivi e altre prove sono previste nelle prossime settimane. L’elettrificazione sarà poi estesa al nuovo molo crociere, consentendo alle navi ormeggiate di alimentarsi da terra”. C’è poi tutto il tema degli investimenti privati: “Nel comparto container sono previsti circa 400 milioni di euro di investimenti privati per ampliare banchine e infrastrutture e acquistare nuove attrezzature. “Il porto della Spezia si contraddistingue a livello nazionale per la forte collaborazione tra pubblico e privato”, ha osservato Montaresi. La decisione di La Spezia Container Terminal e del gruppo Contship di investire nello scalo dimostra, secondo il segretario generale, la credibilità conquistata dalla parte pubblica”. L’Authority dal canto suo porterà avanti i dragaggi, mentre il privato realizzerà le opere necessarie all’ampliamento del terminal. “L’obiettivo è aumentare i volumi secondo le previsioni del Piano regolatore portuale”. Particolare rilievo è stato dato all’accordo con l’Adsp di Genova e Savona per il conferimento del materiale dragato alla costruenda diga del capoluogo regionale: “I sedimenti dei dragaggi spezzini saranno impiegati per il riempimento della nuova diga foranea di Genova, in un’operazione di economia circolare nata dalla collaborazione tra le due Autorità portuali, la Regione Liguria e la struttura commissariale. Si è creata una comunità di intenti sullo sviluppo dell’intero sistema portuale regionale”, ha affermato Montaresi -. I dragaggi, ha aggiunto, non sono importanti soltanto per la Spezia, ma hanno una valenza strategica nazionale perché accrescono la competitività di uno scalo che contribuisce all’economia del Paese. “Aver legato due progetti così importanti è il segnale di una strategia di lungo periodo, con respiro nazionale e internazionale”. Montaresi è intervenuta anche sulla riforma dellagovernancedei porti. “Nell’attuale scenario economico e geopolitico internazionale la loro rilevanza è ancora più evidente. È naturale che una riforma affrontata in questo momento produca discussioni e prese di posizione”. Il coordinamento nazionale è giudicato fondamentale, ma deve mantenere un forte collegamento con i territori. “Le Autorità di sistema portuale hanno svolto un ruolo digovernancee pianificazione e conoscono molto bene le esigenze locali. Il cuore della riforma deve essere il rafforzamento del rapporto tra livello centrale e locale”. Salvaguardato questo equilibrio, Montaresi non individua ulteriori criticità: “La riforma non può più aspettare. Il tempo passa e rischiamo di perdere terreno. Occorre valorizzare ulteriormente il ruolo dei nostri porti”.
Groups slam federal attack on clean shipping waivers Pacific Environment
CALIFORNIA ENVIRONMENTAL VOTERS * CENTER FOR BIOLOGICAL DIVERSITY * COALITION FOR CLEAN AIR * ENVIRONMENTAL HEALTH COALITION * FRIENDS OF THE EARTH * GREENLATINOS * LITTLE MANILLA RISING * MOVE LA * OCEAN CONSERVANCY * PACIFIC ENVIRONMENT * SIERRA CLUB * UNION OF CONCERNED SCIENTISTS * WEST OAKLAND ENVIRONMENTAL INDICATORS PROJECT WASHINGTON, DC — TheU.S. Environmental Protection Agency transmittedtwo additional California waivers to Congress, including the Ocean-Going Vessels At Berth and Commercial Harbor Craft waivers. For 50 years, the precedent set under both Democratic and Republican administrations is that Clean Air Act waivers are not rules and are therefore not subject to review under the Congressional Review Act (CRA). EPA’s move to reclassify them is not only a misuse of CRA, but an unlawful and reckless attack on vital clean air protections. “The federal government’s attack on California’s At Berth and Commercial Harbor Craft waivers is a misuse of the Congressional Review Act. For more than 50 years, Clean Air Act waiver programs have been respected by Republican and Democratic administrations alike. Instead of playing politics with our health, undermining the regulatory certainty businesses rely on and jeopardizing billions of dollars in public and private investments made under these life-saving rules, Congress should recognize this blatant overreach by the oil and gas industry to continue to put profits over people. Communities, workers, businesses and our economy will pay the cost, not polluters, if Congress repeals California’s Clean Air waivers,” saidDavina Hurt, climate policy director at Pacific Environment. The At Berth regulation provides regulatory certainty to the shipping industry, and is not a fly-by-night regulation. To protect public health, improve the environment and meet the requirements of the federal Clean Air Act, California has been regulating emissions from ships docked at port through the At Berth Regulation since 2007. These rules were updated in 2020. Compliance requirements for the regulation have been phased in for over a decade based on vessel type and location, starting in 2014 with the last requirements becoming enforceable in 2027. Shipping companies, ports, terminal operators, utilities and equipment manufacturers have made long-term investments based on this established regulatory framework. Shore power infrastructure has been built, vessels have been retrofitted, equipment has been purchased and workers have been hired to design, construct, install, operate and maintain these systems.Attempting to unwind a decades-long regulatory program after those investments have already been made risks creating stranded assets, disrupting business planning, discouraging future private investment and placing companies that invested in America at a competitive disadvantage. “Once again, EPA is targeting the communities already most burdened by polluted air. The At Berth and Commercial Harbor Craft rules exist because Latine and other frontline families living next to the Ports of Los Angeles and Long Beach have suffered decades of diesel pollution, asthma and premature death from idling ships and outdated harbor craft. Weaponizing the Congressional Review Act to strip California of its Clean Air Act waiver authority knowingly hands polluters a green light to keep dumping toxic emissions into our neighborhoods. GreenLatinos calls on Congress to reject this reckless policy attack and stand with the people in port communities who bear the true cost of dirty air,” saidAndrea Marpillero-Colomina, Ph.D., sustainable communities policy advisor at GreenLatinos. California Air Resources Board (CARB)’s economic analysis of the impacts of the 2020 At Berth Regulation update estimated that compliance with the regulation would cost about $0.0079 per gallon of fuel in the state supply (SRIA Appendix D, page 281 to 287). Even if the entire cost of compliance is passed down to the consumer, which is a needless assumption, given that the average California driver uses 350 gallons of gas a year, the impact to any driver will be less than $3 per year. Californians would pay pennies while saving billions of dollars in health care costs and cleaner air. Without these rules, it will undermine public health, regulatory certainty, and investments that businesses have already made to comply with the law. “Frontline communities suffer the impacts of living next to our ever-expanding desire for goods to be shipped directly to our homes. This capricious and illegal act by the Federal government will hurt local businesses, undermine good-paying jobs and harm local residents. Move LA opposes this change and calls on Congress and the State of California to stop it in its tracks,” saidEli Lipmen, executive director of Move LA. “Portside communities already bear an unfair share of the health and environmental burden from freight pollution. Many neighborhoods near California’s ports are home to disproportionately low-income residents and communities of color who face elevated rates of asthma, cardiovascular disease and other pollution-related illnesses. California’s Clean Air Act waivers are a vital tool for requiring cleaner technologies that reduce harmful emissions from marine vessels and port operations. If these waivers are overturned through the Congressional Review Act, residents living near ports would face higher pollution levels, delayed health protection, reduced state authority to address local environmental harms and a widening of existing environmental inequities. California must retain the flexibility to adopt stronger standards where federal protections fall short and where communities urgently need cleaner air,” saidTerrance L. Bankston, ports campaign manager at Friends of the Earth (FOE). The At Berth and Commercial Harbor Craft regulation saves costs and lives. The 2020 At-Berth Regulation will reduce potential cancer risk for California’s portside communities by about 60%. According to CARB’s initial analysis, the amended regulation will save 230 lives and prevent 73 hospital admissions and 116 emergency room visits statewide.These health benefits are valued at $2.31 billion. “At this point every American knows all too well the impacts of poor air quality, thanks to this summer’s wildfires. But for port communities exposed to dirty shipping fumes, this is a year-round reality. They always have to worry about the air they’re breathing. Removing these protections is illegal and guaranteed to make air quality worse,” saidCaroline Bonfield, Ocean Conservancy’s senior U.S. policy manager for climate. The Commercial Harbor Craft Rule will save 530 California lives and protect 9.7 million Californians from elevated levels of air pollution, according to CARB. Frontline Black and brown communities have been bearing the brunt of pollution for far too long and moving to zero-emissions ferries and away from diesel and other toxic fossil fuels would clear the air for port neighbors. “Reducing pollution from large ships when they are docked near our communities through the at berth rule is essential to protecting the health of Californians and a benchmark for emissions reductions globally. Rolling back these emission standards will take away good jobs, detrimentally impact communities living nearest to these emissions and prevent healthy competition in a pollution reduction market that is already up and running,” saidDori Chandler, policy advocate with the Coalition for Clean Air. “The At-Berth and Commercial Harbor Craft regulations are impactful methods to address the compelling and extraordinary air quality crisis harming the health, well-being and productivity of millions of Californians. While EPA focuses on compliance costs, many of which reflect investments already made by industry, it ignores both the economic costs of air pollution. The At-Berth regulation alone is estimated to result in net health benefits that far outpace on-going costs to industry during its first decade of implementation. The Trump Administration’s efforts to strip California of its authority to enforce these and other proven, cost-effective public health protections would harm the over 10 million Californians living near freight facilities, create additional regulatory uncertainty for industry and undermine our nation’s progress toward a cleaner, modern and more internationally competitive freight system,” saidSam Wilson, senior analyst with the Union of Concerned Scientists. “Without any actual evidence that the maritime industry is hurting, the EPA is attempting to roll back two of the most effective rules California has to protect Portside communities from the health risks of lung-damaging pollution. This is another example of the current federal government putting industry’s profits over children’s health. Years of environmental justice wins are at stake if the Trump administration gets their way,” saidJasmin Vargas, air quality and clean port campaign director at Environmental Health Coalition Eliminating this rule would do virtually nothing to lower prices at the pump while sacrificing significant public health benefits. You can’t deregulate your way out of global oil price volatility. All you are doing is increasing pollution and undermining investments that industry has already made to comply with the law. “For decades, California has led the nation by adopting stronger, health-based transportation standards to tackle our state’s severe air pollution — and it’s worked. We’ve become the gold standard for protecting public health. These two standards alone are expected to cut cancer risk in half in the coming decades. Now, the Trump Administration is selling off our clean air to protect corporate polluters’ bottom line. If there was ever a time for California congressional and state leaders to stand shoulder to shoulder in defense of our state’s clean air leadership, it’s now,” saidShannon Olivieri Hovis, chief strategy officer at California Environmental Voters. Ports have made significant progress and investments in a zero-emission free future. In a Bloomberg opinion piece, columnistDavid Fickling said, “…it’s remarkable how quickly parts of the sector have been quietly going electric. Almost all large gantry cranes — the vast metal structures that move shipping containers from deck to shore and around the port — are now grid-powered rather than dependent on engines.” Ports are also leveraging federal funding under the Clean Ports Program on their road to decarbonization. For example, the Port of Los Angeles, which receives 40% of the nation’s cargo volume, received $15M in Clean Ports Program funds for shore power deployment at Wallenius Wilhelmsen Auto Terminal. “The Trump administration will do anything to prop up oil company profits, even if it means harming Californians’ health. Port-related pollution protections have been successful at saving lives and there’s no support for wiping out these common-sense rules. Trump’s scheme won’t help oil companies or anyone else, but it will make our communities sicker, less safe and more polluted,”saidDavid Pettit, senior attorney, Climate Law Institute at the Center For Biological Diversity. ”Diesel pollution from ocean-going vessels is a silent killer in port-adjacent communities like West Oakland,” saidVeronica Eady, executive director of the West Oakland Environmental Indicators Project.“Our neighbors deal with higher rates of stroke, asthma and other illnesses because of nonstop air pollution from the Port of Oakland. The Ocean-Going Vessels At Berth and Commercial Harbor Craft waivers have been a huge success for our community: they’ve allowed ships at the Port of Oakland to plug into the electric grid and shut off their diesel engines, cutting a huge source of air pollution. The EPA’s attack on these waivers is an attack on the health of communities like ours.” “The Trump administration is once again abusing its authority to do the bidding of the fossil fuel industry at the expense of people’s health, saidKatherine García, Sierra Club’s Clean Transportation for All campaign director. “This sham attempt to nullify waivers is nothing more than a political attack on California’s ability to reduce the toxic diesel pollution spewing from ships, ferries and tugboats. Congress should reject this blatant overreach. Sierra Club will continue fighting to defend these life-saving protections and states’ rights to protect the air their residents breathe.” InJune 2026, California Attorney General Rob Bonta, Governor Gavin Newsom and California Air Resources Board (CARB)filed a motion for a preliminary injunctionto block the Trump administration’s recent actions targeting four Clean Air Act preemption waivers previously granted to California. The four waivers — which concern CARB’s 2008 Greenhouse Gas Emission Standards for cars; CARB’s 2012 Emissions Standards for Cars (Advanced Clean Cars I Rule); and 2022 Small Offroad Engine Rule amendments — enable California to enforce state-level emission standards to address its severe air pollution. Additionally, California filed alawsuitchallenging EPA’s latest attack on states’ efforts to improve air quality and protect public health. “The Trump Administration is resorting to a familiar illegal playbook. Its continuous, outright assault on California’s waivers is blatantly politically motivated and California won’t stand for this,”said Attorney General Bontaat the time. “We’re asking the court to stop the Administration’s latest attack on our waivers that threatens both public health and good, green jobs that bolster our economy.” ### Pacific Environmentconfronts our most urgent environmental issues by connecting local and global movements, catalyzing policy change and inspiring action for the benefit of people and our planet. Together, we promote a healthy climate, reduce pollution and conserve biodiversity for an equitable and thriving future.
Illva di Taranto, Antonio Gozzi: «È già lo stabilimento più green d’Europa. Un’industria strategica che serve al Paese» Il Messaggero
«Siamo alla follia più totale, a un approccio che ignora la realtà industriale. E che ha come risultato quello di arrecare un gravissimo danno alla seconda manifattura d'Europa, all'economia nazionale, in un momento storico nel quale si parla di autonomia strategica». Antonio Gozzi , presidente di Federacciai , non nasconde i timori dopo la sentenza della Corte d'Appello di Milano che impone all' Ilva di Taranto di fermare l'area a caldo, il cuore di quello che era un tempo il più grande impianto siderurgico d'Europa.
«Siamo alla follia più totale, a un approccio che ignora la realtà industriale. E che ha come risultato quello di arrecare un gravissimo danno alla seconda manifattura d'Europa, all'economia nazionale, in un momento storico nel quale si parla di autonomia strategica». Antonio Gozzi, presidente di Federacciai, non nasconde i timori dopo la sentenza della Corte d'Appello di Milano che impone all'Ilva di Taranto di fermare l'area a caldo, il cuore di quello che era un tempo il più grande impianto siderurgico d'Europa.
Siamo alla chiusura di Ilva?
«Penso proprio che sia impossibile a questo punto proseguire a produrre acciaio. Le conseguenze saranno gravissime per migliaia di lavoratori, per le loro famiglie e per l'intera filiera del comparto. Per esempio, nella sentenza del Tribunale di Milano, si impongono sulle emissioni di polveri sottili limiti addirittura più bassi, che vanno oltre quelli garantiti dalle best available technology in Europa. Pretendere, poi, la rimozione dell'amianto dai cowper di un altoforno significa imporre una prescrizione incompatibile con la tecnologia stessa dell'impianto: è come pretendere che un'automobile possa funzionare senza motore».
La magistratura rivendica il diritto di tutelare la salute dei cittadini.
«La tutela della salute è sacrosanta. Ma qui siamo alla solita questione se sia legittimo per la magistratura intervenire in campi che sono di competenza dell'amministrazione. Perché la definizione dell'Aia ambientale o dei limiti di emissioni non spettano ai magistrati, ma alle autorità preposte in tutta Europa per rilasciare questi permessi. E aggiungo che l'Aia, lo strumento con il quale si devono contemperare le esigenze di ambiente e lavoro, era già "ultra petita": c'erano prescrizioni eccedenti rispetto alle soluzioni tecnologiche disponibili sul mercato, tanto che si era chiesto un periodo di sperimentazione».
L'ha sorpresa questo esito?
«Nella mia relazione all'assemblea di Federacciai del dicembre del 2025 ho detto che per chiamare industriali a riavviare l'Ilva, bisognava costruire le condizioni abilitanti perché si possa fare industria a Taranto. Tra queste, le prime due erano chiedere agli enti locali se volevano ancora la siderurgia per quanto decarbonizzata e se la magistratura sarebbe rientrata nell'alveo delle sue prerogative, consentendo lo svolgimento di queste attività. Sono stato un buon profeta, perché come si fa andare a lavorare in un posto quando un giudice decide - e non è il suo compito - se tenere aperta o meno l'area a caldo? Spesso si dimentica che parliamo di uno stabilimento che, dopo tutti gli interventi già realizzati, è il più ambientalizzato d'Europa».
Ne risentirà anche l'attrattività italiana?
«La siderurgia italiana, ma questo discorso vale anche per l'industria di base tout court, è la prima al mondo per decarbonizzazione: nessun Paese al mondo come il nostro produce il 90 per cento dell'acciaio da forno elettrico. Ma se continua questo approccio persecutorio nei confronti delle imprese, è difficile che qualcuno investa ancora da noi. Italiano o straniero che sia».
Tra gli ostacoli all'industria c'è anche l'approccio della Ue verso le tematiche ambientali.
«Certo, e la partita principale è quella dell'Ets (la principale tassazione Ue sulle emissioni di carbonio, ndr). Rispetto alla quale qualcosa si sta muovendo dopo che l'Italia ha messo insieme dieci Paesi per chiedere modifiche più sostanziali rispetto a quelle proposte dall'Europa. Confindustria è riuscita a firmare un documento con le omologhe Bdi tedesca e Medef francese, che va in questa direzione con richieste più incisive come la sospensione dell'Ets marittimo e quello aeronautico. E mi chiedo come farà la Commissione a far finta che queste posizioni non esistano».
Intanto chiedete di estrendere il sistema della Carbon capture.
Finalmente anche l'Europa ne parla e non era scontato questo perché quando c'è stata la famosa tassonomia, cioè l'elenco delle tecnologie "eligible", finanziabili con interventi europei, le Carbon capture prima non esistevano, poi sono state allargate solo ai processi industriali non elettrificabili. Adesso però l'attuale crisi energetica fa vedere, anche se l'Europa non ha il coraggio di dirlo, che la tassa carbonica sui termoelettrici fa aumentare i costi nel Vecchio Continente sui 25-30 euro al megawattora. Il governo con il decreto Bollette ha provato fare questo decoupling, per evitare che questa accisa aumentasse i prezzi dell'energia. Ma la Ue non ha ancora risposto alle richieste del nostro Paese perché l'eliminazione dell'Ets sul turbogas viene vista come una bestemmia contro il mainstream legato al Green Deal».
Quindi?
«Parlo da presidente di Federacciai, cioè da uno che vuole mantenere il vantaggio competitivo dato dalla decarbonizzazione: io sono interessato ad abbassare i prezzi dell'energia per l'industria di base. E un modo per farlo è eliminare quel peso delle CO2 sugli impianti termoelettrici. E il mio ragionamento è il seguente: il Pniec ci dice che noi avremo un'esplosione dei consumi di elettricità, che quasi raddoppieranno nei prossimi anni per una diffusa elettrificazione chiesta dall'Europa e per alimentare data center, l'intelligenza artificiale e auto elettriche. Ma per rispondere a queste esigenze non basteranno le rinnovabili, che sono intermittenti e non programmabili, mentre l'industria di base o gli ospedali hanno bisogno di energia continua. E purtroppo il nucleare non arriverà prima di quindici o vent'anni. Invece noi abbiamo un'importante riserva elettrica rappresentata dalle nostre centrali termoelettriche. Che con le tecnologie delle carbon capture, tra l'altro realizzate in larga parte in Italia, ci consentiranno di avere ancora nel prossimo ventennio una importante potenza generativa decarbonizzata, anche sfruttando le ampie disponibilità di gas a nostra disposizione, senza pagare la tassa carbonica».